Charge controlling device foe



April 28, 1936. F. T. IRGENS 19,949

CHARGE CONTROLLING DEVICE FOR INTERNAL COMBUSTION ENGINES Original Filed March 14, 1951 IO I6 26 5 27 Q It; 5 L 135.5

" -l"igin'e3isa-viewsimilartor'ig.2

modified Reissued Apr. 28, 1936 cusses oon'moume DEVICE 150B INTERNAL COMBUSTION ENGINES Irgens, Wauwatosa, Wia, assignor to Outboard Motors Corporation, Milwaukee, Wis.,

chigan Original No. 13am, dated November 8, 1932,

Serial No. 522,746, March 14', 1931. Application for reissue October 26, 1935,

9 Claims. (oi. 123-13) invention relates to improvements in controlling devices for internal combus- .invention has particular application to cycle engines in whichcharge-admissionto c case is governed by a rotary valve of disk or sleeve type. By way of example, I ve illustrated the invention in connection with crank case of an outboard motor engine, usa disk valve integral with one of the crank 1 It is the primary'obiect of the invention to proe uniform conditions for the delivery of the charge to the crank case at all engine speeds. I

Where the invention is not carried to its ultimate form I p p se at least to increase charge velocities at low engine speeds by providing a restricted passage made available ,at such speeds,

5 and in which the charge is so far confined that its velocity will approximate the velocity in the entire manifold at full engine speeds. Thus, I provide optimum conditions for trolling or idling the ermine while at the same time retaining all factors making for optimum conditions at maximumspeeds.

It is my' further to the charge controlling device in such a manner with reference to the carburetor nozzle and throttle valve as toensure. proper carburetion to meet the' various conditions under which the several manifold passages function.

In the drawing: Figure l is a vertical axial carburetor and manifold applied to an internal combustion engine, crank case. and rotary valve o-embly in accordance with this invention.

Figure 2 is a section taken in the planes'indicated at 2-2 in Fig. 1.

showing a embodiment of the invention. l'lgureflsavlewtaken insection intheplane indicated at H in Fig. 2.

like parts are identified by the same reference characters throughout the several views.

Theoutboardmotorcrankcase tisprovided with anendclosurecapiwhichincludesabearing I forcrankshaftland ap 9 leading to the interior of'the crank case from the front thereof, and terminating in a port across which the disk valve It operates.

Valve il comprises one check of a crank struc- .ture andis cut awayto provide asector' shaped .istering ll smtion through a a Serial No. 48,927

end of e 9. In order toincrease the area available for the admission of the charge to the crank case, the opening II is preferably extended into the projected periphery of crank shaft I, asshownat i2 inFigs. 1,2and 3.

The crank case I has a forwardly projecting u boss at It with-a passage I! registering with passage s in the, crank 'case closure 8. Bolted to the boss is a carburetor and manifold assembly ll carrying an air inlet fitting I I within which a choke valve ll operates. The usual float chamber is is mounted on the side of the manifold ly II and has a carburetor noule at 2| projecting through the restricted portion of the manifold-as shown in Figs. 2, 3 and 4.

Across from the jet the manifold wall extends in the form of a sector of a cylinder as shown at 2 I, and within this wall portion is closely fitted,-

for rotation on lower and upper trunnions- 22 and II, a throttle valve 25 whose inner faces 28 and 2 1, in the open position of the valve, coniprise angularly related extensions of the adjacent inner wall surfaces of the manifold passage. The apex of these faces is directly opposite the apex of the e at one side of which the carburetor nozzle II projects into the passage. The outer periphery of the valve, is complementary to the inner surface of the cylindrical sector in which the valve is positioned when open. A handle is on trunnion 23 facilitates manipulation of the valve.

The passage through manifold II and the reg-' and I leading to the ngine crank case, are herein designated in their entirety as a manifold passage. In accordance with the present invention the said passage is subdivided by one or more partitions, preferably e to valve ID at their inner ends, and to the throttle valve '25 at their outer ends. In the Fig. 2 construction a singlepartition of this sort is employed at 30, being made up of independent webs registering in theseveral metallic elements above descri It will be noted that the partition II is so disposed as to follow approximately the contour of one side wall of the passage, being much closer to said wall than to the other side wali'of the manifold passage. The wall followed by the partition is the wall through which the home 2| projects, and is the wall toward which the throttle valve closes in oscillating clockwise on trunnions II and 23..

The carburetor and crank case are intended to function at their best at a given velocity of charge through the manifold passage. The

arrangement described-is such that the charge of velocity through all-portions of the manifold passage is correct at wide opemthrottla-and is openingatiiregistering'withtheportatthe alsocorrectthroughthe'narrowerportionof 2 the passage when the throttle valve is rotated to cut oil the wider portion of the passage from the charge forming part thereof.

the speed which might be used if the engine were propelling a boat used for trolling.

In Fig. 3, I have shown the partition supplemented by several additional partitions 8| and 32, further subdividing the manifold passage into narrow passages successively cut of! by the throttle valve. in moving from its open toward its closed position. This arrangement is useful in that the engine may be made to operate economically at additional speeds throughout its range and, in fact, it will operate with approximate uniformity of efliciency at all speeds. It will be obvious that as the throttle valve closes one manifold passage after another, the velocity through the remaining passages will remain approximately constant until only one passage remains open to maintain the engine ata suitable idling or slow speed of operation.

The disposition of the carbureting nozzle 28 is such that it is not only in the path of air admitted to the passage last closed by the throttle valve, but is comparatively far removed from the path of air admitted to themanifold e first closed by the throttle valve. By virtue of this arrangement it is possible to regulate the carburetion in general in accordance with engine requirements from a relatively lean mixture at high engine speeds, to a relatively rich mixture at low engine speeds. At all engine speeds, however, the air velocity through the manifold passages is sufllcient to prevent accumulations of liquid fuel condensed on the wall of the manifold. All such fuel is swept by the air into the crank case, whence it passes to the cylinders in the usual way.

In my companion application for Patent No. 1,827,818 granted October 20, 1931, I disclose the use of a throttle valve to control the admission of air successively to two independent manifolds leading from a single carburetor to separate crank case ports opened and closed by separate crank case valves. The present invention attains many of the same advantages disclosed in said prior application and, in addition, is applicable to the more usual construction in which a single crank case valve is employed.

I claim:

1. In an engine, the combination with a crank shaft having a rotary valve crank cheek, of a crank case for said shaft provided at its end with a port opening radially and extending axially to the path of travel of said valve crank cheek to be regulated thereby, an inlet e leading to said port, and partition means extending into said port and into operative proximity to said valve crank cheek, whereby said port is subdivided into separate ports successively controlled by said valve crank cheek.

2. In an engine. the combination with a crank shaft having a rotary valve crank cheek, of a crank case for said shaft provided at its end with a port opening radiallv and extending axially to (delivery of mixture as between opposite sides of said partition means.

engine of a crank case port, a valve controlling said port, a plurality of passages in said port, a

' tioned passages.

the path of travel of said valve crank cheek to be regulated thereby, an inlet passage leading to said port, and partition means extending into said port and into operative proximity to said valvecrank cheek, whereby said port is subdivided into separate ports successively controlled by said valve crank cheek, together with means for de-.

livering mixture through said passage to said port, and means for regulating the proportionate 3. In an internal combustion engine, the combination with a charge admission valve and a. crank case port controlled thereby, of "a plurality of manifold passages leading to said port and each having valve port portions with which the valve coacts.

4. In an internal combustion engine,.the combination witha charge admission valve and a crank case port controlled thereby, of a plurality of manifold passages leading to said port, and each having valve port portions with which the valve coacts and means for successively throttling said passages.

5. In an internal combustion engine, the combination with acharge admission valve and a crank caseport controlled thereby, of a plurality of manifold passages leading to said port, and each having valve port portions with which the valve coacts and means for successively throttling said passages, together with carbureting means for supplying a combustible mixture to the sev-- eral passages, said means being arranged to supply a richer mixture to one of said passages than to another. 7

6. A charge forming and controlling structure comprising a carburetor fitting having a restricted portion, a series of manifold passages divergent from said portion, a charge forming means adjacent one of said passages and relatively remote from another, and a segmental throttle valve housed within said fitting and movable across the remote passage toward said charge forming means.

'l. The combination in an internal combustion charge forming device, and a manifold e extending from said device to said port and longitudinally subdivided to provide a plurality of passages each extending to one of the above men- 8. man internal combustion engine, the combination or a plurality of adjacent intake on including a plurality of port portions forming continuations thereof, a rotary valve operative to individually and successively control said port portions, means for introducing fuel into said esandathrottledisposedtocontrolsaid passages successively.

9. In an internal combustion engine the combination of a crankcase, a crank shaft, and an intake manifold, said crank shaft having a crank cheek formed as an intake valve, a plurality of circumferentially disposed ports entering said crank case in a direction substantially parallel to said crank shaft and in position to be individually and successively controlled by said valve, said manifold being longitudinally subdivided into a plurality of intake passages each connecting with one of said ports, means for introducing fuel to said intake es and a throttle valve disposed to successively control said passages.

' FINN T. moans.- 

